Load control device for a railway freight car or the like



Sept. 8, 1964 c. 1.. KLASING, JR 3,147,716

LOAD CONTROL DEVICE FOR A RAILWAY FREIGHT CAR OR THE LIKE Filed Jan. 15,1962 s Sheets-Sheet 1 CHARLES L. KLASING JR.

Sept. 8, 1964 c. KLASING, JR 3,147,715

LOAD comm. DEVICE FOR A-RAILWAY FREIGHT CAR OR THE LIKE.

Filed Jan. 15, 1962 3 Sheets-Sheet 2 A CHARLES L. KLASING JR.

P 1964 c. L. KLASING, JR 3,147,716

LOAD CONTROL DEVICE FOR A RAILWAY FREIGHT CAR OR THE LIKE Filed Jan. 15,1962 s Sheets-Sheet 3 43 CHARLES L. KLASING JR.

United States Patent 3,147,716 LOAD CGNTRQL DEVECE FOR A RAEWAY FREIGHTCAR OR THE LlKE Charles L. Klasing, .lr., New Lenox, lll., assiwor toKlasing Hand Brake (10., Joliet, EL, a corporation of Illinois FiledJan. 15, 1962, Ser. No. 166,325 3 Claims. (Ell. 105-369) The improvedload control device comprising the present invention has been designedfor use primarily in connection with the loading of a railway freightcar. The invention is, however, capable of other uses and load controldevices constructed in accordance with the principles of the inventionmay, if desired, with or without suitable modification, as required, beemployed in connection with the loading of trucks, trailers, and otherhighway carriers, as well as ships, aircraft and the like. Irrespectiveof the particular use to which the invention may be put, the essentialfeatures thereof are at all times preserved.

A wide variety of load control devices and methods are currently in usewhere freight car loading operations are concerned. These devices differamong otherselves to varying degrees as to their details, butessentially they may be divided into three main classifications, namely,the

so-called damage-free devices (as termed by freight handlers); theso-called mechanical brakeman devices; and the so-called fixed anchordevices.

Damage-free load control devices consist in the main of a series ofrigid cross-members having at their opposite ends lugs which aredesigned for selective insertion in a series of holes in uniformlyspaced belt rails on the sides of the freight car. These cross-membersweigh as much as sixty-five pounds each and the method which employssuch cross-members necessitates the handling of up to sixty suchcrossbars for both loading and unloading operations. Furthermore, thestacking of such crossbars when not in use and the space which theyconsume when stacked present a problem in labor. Finally, when in use,such crossbars afford no cushioning effect whatsoever on the load.

Mechanical brakeman control devices consist in the main of a series ofrectangular steel plates having slots formed therein for the threadingof flat load bands therethrough, and also having nail holes thereinwhereby the plates may be nailed to the railway freight car side and endwalls and to the car flooring. The bands are caused to encircle the loadand a braking action is effected upon the load by a combination of floorfriction and band deformation. Such control devices are limited to thecontrol of compact loads of unit weight which may readily be encircledby a relatively few load bands and where there is adequate space toaccommodate a substantial amplitude of load-shifting within the freightcar.

Fixed anchor load control devices, as the name implies, include theprovision of a series of permanently installed fixtures on the sidewalls or possibly the end walls of the freight car. The ends of the loadbands are inserted through the fixtures to form loops which are securedby conventional band seals. The load bands so attached to opposite sidewalls thus function as a semirigid cross member to support the load.Such devices alford little, if any, cushioning effect and, furthermore,a large number of anchoring points must be provided on the side walls toaccommodate the encircling of various types of loads.

Both the mechanical brakeman and the fixed anchor type of load controldevices possess in common the disadvantage that the straps or hands aresubject to breakage under the influence of impact stresses, especiallywhen such stresses are applied to the bands at 3,147,716 Patented Sept.8, 1964 sharp angles with respect to the direction of extent of thebands from their anchoring points. Also, the installation of nailedmechanical brakeman plates requires considerable time and labor; and theplates must be removed after each use.

The present invention is designed to overcome the aforementionedlimitations that are attendant upon the construction and use ofconventional load control devices and, accordingly, the inventioncontemplates the provision of a load control system which utilizes arelatively few, small, compact, lightweight anchor devices, togetherwith securing means therefor whereby the anchor devices may be attachedto the side walls of a railway freight car at selected pointstherealong, and when so attached, constitute anchor points for a seriesof loadengaging straps which may be distributed throughout the interiorof the freight car in an extremely effective manner so as to confine awide variety of loads which differ in size, shape and weight. The designand construction of these anchor devices constitute one of the principalfeatures of the present invention.

The particular anchor device of the present invention has incorporatedtherewith yieldable resilient shock-absorbing means whereby when suddentensional stresses which may be applied to the load-engaging strap areencountered, such stresses are assimilated within the anchor device sothat the load is cushioned against shock and the strap consequently isprotected from sudden increases in tensional stress which otherwisewould exceed the tensile strength of the strap and cause tearing orother forms of rupture of the strap. The anchor device also is sodesigned that, when appreciable tensile stresses are applied to thestrap as a result of a load shift, the de vice will automatically, underthe influence of such stresses, rotate bodily as a unit and assume anangular position which is such that load assimilation takes place in aradial direction with respect to the axis of rotation of the anchordevice, thus protecting the strap from the disruptive effects of sharpout-of-line bends which otherwise would weaken the metal of the strap.

The provision of an anchor device of the aforementioned character beingamong the principal objects of the invention, it is a further object toprovide such a device which, When employed in combination with othersimilar anchor devices for strap-anchoring purposes, is capable ofproducing an extremely effective arrangement of strap placement whereinthe load restrained thereby is constrained to center itselfautomatically under conditions which normally would produce fore-and-aftload shifts only. By way of further explanation of this lastmentioned'object, the anchor device of the present invention readily lends itselfto a judicious arrangement of strap-placement wherein, for example, aload which nor.- mally would be considered as being positioned too closeto a freight car side wall for safe loading, is, in fact, safely, loadedinasmuch as the strap-placement is such that either a forward load shiftor a rearward load shift will tend automatically to effect an inwarddisplacement of the load away from such side wall to bring the load to amore central position within the load enclosure. By the use of thepresent anchor device, a more effective placement of loads, regardlessof their size, may be resorted to.

A still further object of the invention is to provide a load controlanchor device of this character, which, under certain conditions of use,will enable the strapping associated therewith to be reused insubsequent loading operations without detaching the strapping from theanchor device to which it is applied. The reuse advantage can beaccomplished by detaching the removable compact anchoring devices, withband ends still attached, to provide access for loading and thenreplacing the anchoring devices in proper locations to secure the load.

Still another object of the invention is to provide a novel load controlanchor device in which the constituent parts thereof may be manufacturedat the factory in quantity, assembled, and shipped from the factory tothe field as a complete unitary package-type assembly without danger ofloss or misplacement of parts.

A further object is to provide a load control anchor device which makespossible a novel load control system which may be designed as originaland permanent equip ment in connection with the building of freight carsand other carriers or which is readily applicable to existing freightcars or other load enclosures.

The provision of a load control anchor device which is extremely simplein its construction and, therefore, may be manufactured at a low cost;one which is comprised of a minimum number of parts, particularly,relatively moving parts and, therefore, is unlikely to get out of order;one which is capable of ease of assembly and dismantlement for purposesof inspection of parts, replacement thereof, or repair; one which isrugged and durable and, therefore, will withstand rough usage; one inwhich the principal parts thereof may be obtained from standard stockmaterials such as tubular pipe stock, flat stock, etc., thereby furthercontributing toward economy of manufacture; one which is of light-weightconstruction and small size so that it may readily be handled andtransported; one which presents no storage problem when not in useinasmuch as it may be left in an installed position on the freight carside wall, subject to repositioning, if necessary, during a subsequentloading operation; one which may be reused repeatedly and, therefore,may constitute a permanent adjunct of the freight car-loading equipment,and one which, otherwise, is well-adapted to perform the servicesrequired of it, are further desirable features which have been borne inmind in the production and development of the present invention.

Numerous other objects and advantages of the invention, not at this timeenumerated, will become readily apparent as the nature of the inventionis better understood from a reading of the following detaileddescription.

In the accompanying three sheets of drawings forming a part of thisspecification, one illustrative embodiment of a load control anchordevice constructed in accordance with the principles of the presentinvention has been :shown, together with several examples of the mannerin box car of FIG. 1, illustrating several typical loading arrangementswith placement of the anchor devices to accommodate the same;

FIG. 3 is a sectional view taken on the horizontal plane represented bythe line 33 of FIG. 1 and in the direction indicated by the arrows;

FIG. 4 is an exploded. perspective view of one of the load controlanchor devices;

FIG. 5 is a sectional view taken on the line 55 of FIG. 3;

FIG. 6 is a sectional view taken on the line 6--6 of FIG. 5; l 'l FIG. 7is a sectional view similar to FIG. 6 but showing the load controldevice under conditions of load; and FIG. 8 is a sectional view taken onthe line 88 of "FIG. 5.

Referring now to the drawings in detail, and in particular to FIGS. 1and 2, wherein several load control anchor 'devices embodying thepresent invention have been illustrated for exemplary purposes as beingassociated with a typical open railway box car installation, the box carhas been designated in its entirety by the reference numeral 1t) andincludes the usual flooring 12, and upstanding composite side and endwalls 14 and 16. The load control anchor devices of the presentinvention have been designated in their entirety, and individually, bythe reference numeral 20, and the use of these anchor devices in themanner contemplated by the invention make possible a novel system ofload control wherein a given load is more efliciently stored within theloading enclosure of the box car and protected against the hazards ofsudden shock incident to box car acceleration or deceleration than hasheretofore been possible, utilizing conventional or previously-designedsystems. The control system which is made possible by the use of theanchor devices 20 serves to isolate plural loads from one another andprevent inter-load impact, as well as to prevent a given load fromimpact with the side and end walls 14 and 16 of the box car 10.

Although the installation shown in FIGS. 1 and 2 is in connection with arailway box car, it will be understood that the illustration is purelyfor exemplary purposes and that the system involved is useable withinthe enclosures of other tyes of freight cars, of highway truck andtrailer carriers, air freight carriers, seagoing freight vessels, andthe like.

Briefly, the system made possible by the use of the anchor devicesZlicontemplates the selective placement of a number of these devices alongthe side walls 14 in opposed relationship transversely across the boxcar enclosure, although not necessarily in true transverse alignment.Opposed pairs of the devices 26 are operatively connectedtogether bytransversely extending load straps 22, and these load straps definetherebetween load-receiving enclosures or spaces within which loads ofvarying size, shape, and weight are disposed. In FIG. 2, two typicalload installations have been illustrated with the individual loads beingshown in dotted lines and designated at L1 and L2. The load L1 is shownas being of generally cylindrical configuration, while the load L2 isshown as having a rectangular box-like shape. It will be understood,however, that a wide variety of other load shapes may be accommodated bythe present system of load control. The efiiciency of the specificanchor device and strap placements and of the associated loaddispositions, as illustratedin FIG. 2, will be discussed subsequentlyafter the nature and function of the individual anchor devices have beenmade clear.

The anchor devices 20 are identical in their construction and designand, therefore, a description of one of them will sutfice for all. Asbest shown in FIGS. 5 and 6, each device involves in its generalorganization three principal parts, namely, an outer shell or casing 24,an inner load or shock-absorbing sleeve 26, and a removable anchor orreaction bolt 28.

The casing 24 is of cup-shape design or other suitable shape andincludes a generally cylindrical side wall 30 having a flattened portion32 (see FIG. 6). The upper rim 34 of the casing is open, while the lowerend of the looped end of one of the load-supporting straps 22 in amanner and for a purpose that will be made clear presently. The casingwall 30 is of relatively short height and small proportions so that inthe manufacture of the device 20, the casing lends itself well toconstruction ,from severed sections of standard steel pipe stock.

The slotted bottom plate 36 may be formed from flat steel stock by asuitable stamping operation and is formed with an arcuate edge 46 and astraight edge 48. The edge 46 is conformable to the cylindrical wall 30and the edge 48 is conformable to the flat wall portion 32. An elongatedopen-ended slot 56 extends inwardly from the medial region of the edge43 to a region well beyond the central vertical axis of the generallycylindrical side Wall 30. The function of the open-ended slot 50 willbecome clear presently.

The bolt 28 is of conventional or standard construction and includes theusual hexagonal head 52 and the cylindrical shank 54. A cotter pin hole55 is provided adjacent to the distal end of the shank 54.

The shock-absorbing sleeve 26 is of tubular construction and ispreferably formed of a resilient elastomeric material, such as rubber,either natural or synthetic, or of a rubber substitute. The sleeve 26 isgenerally of truncated sector-like configuration in transverse crosssection, as best seen in FIG. 6, and is provided with a semi-cylindricalside face 56, sloping planar side faces 58 and a relatively narrowplanar side face. The latter extends between the two sloping faces 58.The sleeve 26 is provided with a vertical cylindrical bore 62 of a diameter slightly larger than the diameter of the shank 54 of the bolt 28.The vertical axis of the bore 62 is disposed somewhat closer to the sideface 66 than it is to the semicylindrical face 56 so that an appreciablemass of the elastomeric material exists between the bore and said face56.

The load control anchor device 20 may be assembled at the factory forshipment as a package-type unit, the assembly being made by insertingthe shock-absorbing sleeve 26 within the cup-shaped casing 24, andpassing the bolt 28 through the bore 62 of the sleeve and the slot 59 inthe plate 36, after which is a cotter pin 64 or other fastening meansmay be inserted through the hole 55 to retain the parts thus assembled.In the field, the parts may readily be dismantled for application to oneof the box car side Walls by removal of the cotter pin 64. Af-

ter a given use, the assembly may again be made for convenient handlingor storage of the device, or the device may be left intact in its sidewall installation for sub-. sequent reuse in the same position or forrelocation in the side wall if necessary.

Referring again to FIGS. 1 and 2, and additionally to FIG. 3, in orderto accommodate selective positioning of the various anchor devices 20 onthe box car side walls 14, a series of supports 70 are operativelyinstalled in the side wall structure of the box car at various levelsand at various longitudinal regions therealong. Each support 76comprises two angle pieces, including an upper angle piece 72 and alower angle piece 74, the two pieces being arranged in parallelism andbeing maintained spaced apart by means of a series of vertical spacerstruts 76 which extend in spaced relationship between the two anglebars. The specific mounting for the various supports 70 will vary withdifferent installations involving box car or other freight car side wallstructures which vary in their design. In the typical illustration ofFIGS. 1 and 3, a composite side wall structure 14 is disclosed having anouter wall panel or skin 80 and an inner wooden or other siding 82, Thepanel 80 and siding 82 are maintained in their spaced apart relationshipby a suitable framework, including a series of longitudinally spaced,vertically extending Z-bars 84, as shown in FIG. 3. The supports 70 areinterposed between certain of the adjacent Z-bars 84 and are arranged inlongitudinal alignment at selected levels along the box car side Wallsfor the most expeditious placement of the various load control anchordevices 20, all in a manner and for purposes that will be set forthpresently.

The upper angle piece 72 includes a vertically extending flange 86 and ahorizontally extending flange 88, While the lower angle piece 74includes a vertically extending flange 90 and a horizontally extendingflange 92.

The vertical spacer struts 76 extend between the two horizontallyextending flanges 88 and 92 at equally spaced regions therealong. Thevertically extending flanges 86 and 90 extend in coplanar relationship.

At spaced regions disposed mid-way between the various adjacent pairs ofstruts 76, vertically aligned holes 94 and 96 are formed in thehorizontally extending flanges 88 and 92, respectively. These alignedpairs of holes are provided for the purpose of selective reception ofthe bolts 23 which are associated with the various load control anchordevices 20. The spacing between adjacent end of the support 7% may behooked, so to speak, behind the inside lateral flange of a Z-bar 84 andthe extreme end of the support caused to lie flush against the webportion 99 of the Z-bar. The support 76 may then be pushed forwardlyinto the recess provided for it by removal of the siding and the otherend thereof caused to move into position flush against the web portion99 of the next adjacent Z-bar 84. The support 70 may then be welded inposition as indicated at 1%.

The placement of the supports within any given load enclosure will, ofcourse, vary with the character of the enclosure. The position of thedoor-equipped loading openings, such as the openings indicated at 102 inFIG. 2, for example, will, to a certain extent, dictate the placement ofthese supports, as will the height, length, and breadth of the specificinvolved enclosure. In a typical box car enclosure, such as has beenillustrated herein for exemplary purposes, four tiers of thehorizontallyaligned supports 76 are deemed suflicient to accommodate theaverage load to be expected, while equal spacing of the supports onopposite sides of the loading openings provides a satisfactorydisposition of these supports. The end supports 70 should be removedfrom the end walls a sufiicient distance that freedom of load movementmay at all times be preserved.

In the utilization of the load control devices 20 for load controlpurposes, each device is installed in the composite side wall structure14 by first removing the cotter pin 64 and withdrawing the bolt 28 fromthe assembly. Thereafter, the casing 24, with the elastomeric sleeve 26in position therein, is inserted between the two vertically spaced,horizontally extendingfianges 88 and 92 of the angle pieces 72 and 74,respectively, and between the desired pair of adjacent struts 76 so thatthe bore 62 in the sleeve 26 becomes vertically aligned with thevertically spaced aligned holes 94 and 96, after which the bolt 26 isdropped into the hole 94 and caused to extend through the bore 62 andthe open-ended slot 50 in the bottom plate 36, as shown in FIG. 5, aswell as through the hole 96. The cotter pin 64 is then replaced in thehole 55, if desired, although the force of gravity may be relied upon tomaintain the head 52 of the bolt seated upon the horizontal flange andthus retain the entire assembly against dislodgment from its positionwithin the side wall structure.

After the various load control anchor devices 20 have been operativelyinstalled in the side wall structure 14, the ends of the load-engagingstrips 22 are applied to the slotted anchor blocks 46 by first passingthe ends of the straps through the slots 44 and then reversing the endsof the strips through the slots 44 and then reversing the end regions ofthe strips upon themselves asindicated at 104 in FIG. 1, after whichconventional crimp bands 166 may be applied to the overlapping regionsof the strips and crimped in position in accordance with well-knownattachrnent procedure.

In FIG. 2, two typical load installations have been illustrated. At thergiht-hand side of this view, the load L2 is of box-like rectangularconfiguration and is shown as being disposed between two of the loadstraps 22 at each level with the straps extending in parallelismtransversely across the load enclosure. In the full-line disclosurethereof, the load L2 is shown as being in a state of equilibrium, as,for example, when no acceleration or deceleration forces suflicient toestablish a load shift are in effect. In the dotted-line position of theload L2, the load is shown as having been shifted forwardly under theinfluence of an acceleration force. It is to be noted that in soshifting its position, the load causes a displacement of one of the loadstraps 22 to the dotted-line position thereof, and in this position ofthe strap, the angle which the end regions of the strap makes with theplane of the adjacent side wall is an obtuse angle of appreciablemagnitude. To accommodate such an angle shift in the positions of theend regions of the load strap, the load anchor devices 20 are designedto turn or swivel about the axes of their respective bolts 28, asillustrated in FIG. 7. At the same time, the increased tension which isinduced in the load strap 22 is assimilated to a large extent by theresiliency or compressibility of the elastomeric sleeves 26. Themagnitude of such a tensional increase is appreciable, even for a smalllongitudinal shift of the load within the load enclosure. The manner inwhich each elastomeric sleeve 26 is caused to assimilate the load hasbeen schematically illustrated in FIG. 7 wherein the axis designated atxx represents the direction of the end region of the strap 2-2 at thetime when the load shift has been fully resisted. It is to be noted thatdue to the radial disposition of the anchor blocks 40, the eccentrictorque which is applied to each casing 24 as a whole will cause thecasing to turn angularly about the axis of the bolt 26 and assume aposition wherein the flattened portion of the generally cylindrical sidewall 30 extends normal to the axis xx. Because of final angulardisposition of the casing 24, no shearing stresses are placed upon theend region of the load strap 22 and only tensional stresses areinvolved. Due to the relatively great magnitude of such tensionalstresses in the strap 22, the casing 24 of each device 20 will be pulledin a direction extending generally outwardly of the side wall structure14, i.e., toward the central regions of the load enclosure and in linewith the axis xx. As the casing 24 thus shifts, the thickened region ofthe elastomeric sleeve 26 will be compressed between the cylindricalsurface of the bolt shank 54 and the inside face of the cylindrical wall30 and the elastomeric sleeve 26 will assume the configuration whereinit is disclosed in FIG. 7. The bolt 26 will, at this time, shift itsposition in the slot 50 of the bottom plate 36 as clearly shown in FIG.7. Because of the sloping side faces 58 of the sleeve 26, clearanceregions such as have been designated at 110 in FIGS. 6 and 7 areprovided for the flow of the elastomeric material under the influenceor" compression thereof. When the tensional stresses occasioned by suchload shifting have been relieved, the load control anchor device 20 willbe restored to its normal condition with the various parts thereofassuming the positions which they assume in the free state of thedevice.

It is to be particularly noted at this point that because the endregions of the load strap 22 assume angular positions with respect tothe plane of the adjacent side wall structure, a centering action isexerted upon the load L2 as it shifts rearwardly in the load enclosuredue to sudden acceleration. This also is true when sudden decelerationtakes place inasmuch as the adjacent counterpart load strap 22 willassimilate the load thrust in a similar manner.

Referring again to FIG. 2, at the left-hand side of this view, anotherexemplary load installation has been disclosed, utilizing four of theanchor devices 20 at each horizontal level for load control purposes.Here the devices 20 are positioned in the composite side wall structure14 so that the straps 22 may be crossed at an acute angle and in pairs.The load L1 is shown as having a generally cylindrical configuration,and, in such an instance, the load will be engaged by the various loadstraps at four regions for each level of load straps. In an installationof this sort, upon encountering a load shift in either direction, theload Will become securely nested Within the apex region of the obtuseangle formation of load straps with each strap exerting increments oftransverse impelling force upon the load. These force increments balanceeach other and the tendency for the load is to center itself within theenclosure midway between the opposed side wall structures 14 and thusavoid contact with these side wall structures.

It will be appreciated that due to the application of compressionalforces to the elastomeric load-assimilating sleeves 26, as well as tothe limited degree of elasticity inherent in the straps 22 themselves,the tendency for the straps in any installation will be to yield to acertain extent when the load shift places these straps under increasedtension. When and if the load resumes its original position, or thetension is otherwise relieved by a reverse movement of the load, theresiliency of the sleeves 26 and the limited elasticity of the straps 22will permit these straps to be restored to their normal load-freepositions.

From the above description, it is believed that the nature and functionof the improved load control anchor device 20 of the present inventionand the versatility of the application thereof to various loadingsituations will be readily apparent. The invention is not to be limitedto the exact arrangement of parts shown in the accompanying drawings ordescribed in this specification inasmuch as various changes in thedetails of construction may be resorted to without departing from thespirit or scope of the invention. Therefore, only insofar as theinvention has particularly been pointed out in the accompanying claimsis the same to be limited.

Having thus described the invention what I claim as new and desire tosecure by Letters Patent is:

1. In a load control anchor device of the character described, acup-shaped casing having a generally circular bottom Wall and anupstanding generally cylindrical continuous marginal side wall, saidbottom wall being formed with an elongated radially extending slottherein, a resilient compressible elastorneric sleeve disposed withinsaid casing and having a vertical bore extending therethrough inregister with said slot, attachment means eccentrically disposed on saidcasing in radial alignment with said slot and designed for attachment toone end of a flexible load-engaging strap whereby the strap may besecured to the casing, and a removable reaction bolt passing in an axialdirection with respect to the casing completely through said bore andslot and presenting trunnion-like end regions which are designed forselective placement in pairs of aligned holes provided in a reactionsupport for the device.

2. In a load control anchor device of the character described, acup-shaped casing having an upstanding generally cylindrical andcontinuous side wall provided with a flattened region extending in avertical chordal plane, a bottom wall extending across said casing andhaving an elongated radially extending slot formed therein the axis ofwhich is disposed normal to the plane of said flattened region of theside wall, a resilient compressible elasto meric sleeve disposed withinsaid casing and having a vertical bore extending therethrough inregister with said slot, attachment means eccentrically disposed on saidcasing exteriorly thereof radially of said flattened region and inradial alignment with said slot, said attachment means being designedfor attachment to one end of a flexible load-engaging strap whereby thestrap may be secured to the casing, and a removable reaction boltpassing completely through said casing in an axial direction withrespect thereto and projecting through said bore and slot, said reactionbolt presenting trunnion-like end regions exteriorly of the casing andwhich are designed for selec tive placement in pairs of aligned holesprovided in a reaction support for the device.

3. In a load control anchor device of the character described, acup-shaped casing having an upstanding generally cylindrical andcontinuous side wall provided with a flattened region extending in avertical chordal plane, a bottom wall extending across said casing andhaving an elongated radially extending slot formed therein the axis ofwhich is disposed normal to the plane of said flattened region of theside wall, a resilient compressible elastomeric sleeve disposed withinsaid casing and having a vertical bore extending therethrough inregister with said slot, said sleeve being generally of truncatedsector-shape in horizontal cross section with the truncation facethereof opposing said flattened region of the side wall, the axis ofsaid bore being substantially coaxial with the axis of said generallycylindrical side wall, attachment means eceentrically disposed on saidcasing exteriorly thereof in radial alignment with said slot andmedially of said flattened region, said attachment means being designedfor attachment to one end of a flexible load-engaging strap whereby thelatter may be secured to the casing, and a removable reaction boltpassing completely through said bore and slot and presentingtrunnion-like end regions exteriorly of the casing which are designedfor selective placement in pairs of aligned holes provided in a reactionsupport for the device, said load-engaging strap, when under tension,being adapted to shift said casing to an eccentric position with respectto said reaction bolt, thus placing the portion of the elastomericsleeve remote from said truncation face under radial compression.

References Cited in the file of this patent UNITED STATES PATENTS2,256,155 Smith Sept. 16, 1941 2,272,527 Koester Feb. 10, 1942 2,532,743Storch Dec. 5, 1950 2,559,240 Wiggin July 3, 1951 2,856,865 Reynolds etal Oct. 21, 1958 2,895,714 Clark July 21, 1959

1. IN A LOAD CONTROL ANCHOR DEVICE OF THE CHARACTER DESCRIBED, ACUP-SHAPED CASING HAVING A GENERALLY CIRCULAR BOTTOM WALL AND ANUPSTANDING GENERALLY CYLINDRICAL CONTINUOUS MARGINAL SIDE WALL, SAIDBOTTOM WALL BEING FORMED WITH AN ELONGATED RADIALLY EXTENDING SLOTTHEREIN, A RESILIENT COMPRESSIBLE ELASTOMETRIC SLEEVE DISPOSED WITHINSAID CASING AND HAVING A VERTICAL BORE EXTENDING THERETHROUGH INREGISTER WITH SAID SLOT, ATTACHMENT MEANS ECCENTRICALLY DISPOSED ON SAIDCASING IN RADIAL ALIGNMENT WITH SAID SLOT AND DESIGNED FOR ATTACHMENT TOONE END OF A FLEXIBLE LOAD-ENGAGING STRAP WHEREBY THE STRAP MAY BESECURED TO THE CASING, AND A REMOVABLE REACTION BOLT PASSING IN AN AXIALDIRECTION WITH RESPECT TO THE CASING COMPLETELY THROUGH SAID BORE ANDSLOT AND PRESENTING TRUNNION-LIKE END REGIONS WHICH ARE DESIGNED FORSELECTIVE PLACEMENT IN PAIRS OF ALIGNED HOLES PROVIDED IN A REACTIONSUPPORT FOR THE DEVICE.